Carbureting device



Dec. 29, 1925- H. w. SPILLER CARBURETING DEVICE F iled Feb. 14, 1924 Patented Dec. 29, 1925.

PATENT OFFICE.

. UNITED STATES HERBERT WILLIAM SPILLEE, 0F HAMPSTE AD, LONDON, ENGLAND, ASSIGNOR T0 S. SMITH & SONS (MOTOR ACCESSORIES) LIMITED, OF GRICKLEWOOD, LONDON,

ENGLAND, A BRITISH COMPANY.

GARBURETING DEVICE.

Application filed. February 14, 1924. Serial No. 692,749.

To aZZ whom it may concern:

Be it known that I, HERBERT IVILLIAM SPILLER, a subject of the King of England, residing at Hampstead, London, England, have invented certain new and useful Improvements in Carbureting Devices, of which the following is a specification.

This invention is for improvements in or relating to carbureting devices and has for one of its objects to provide a construction which shall be more efficient than those heretofore proposed. The invention is particularly applicable to carbureting devices for internal combustion engines but it is not necessarily restricted to that use.

Another object of the invention is to provide a construction in which the mixture can flow directly from the delivery ducts along the main delivery conduit without having to traverse a tortuous path and consequently being liable to deposit some of the fuel carried by the air.

A further object of the invention is to provide a construction which will permit the employment of a sleeve valve to uncover successively the various delivery months or ducts while at the same time ensuring that these ducts shall deliver directly to the main delivery conduit.

For a more complete understanding of the invention there will now be described, by way of example only and with reference to to the accompanying drawings, certain constructions of carbureting device for an internal combustion engine according to the invention. It is to be understood, however, that the invention is not restricted to the precise constructional details set forth.

In these drawings,

Figure 1 is a plan of one form of carbureting device.

Figure 2 is a partial section on the line 22 of Figure 1.

Figure 3 is adetail face view of the duct block showing in side view in Figure 2.

Figure 4 is a section on the line l-A of Figure 3, and

Figure 5 isa section on the line 55 of Figure 3.

Like reference numerals indicate like parts throughout the drawings.

The float chamber is shown at 10 and it communicates through channels 11 with the fuel nozzles 12 of which there are four. Fuel can also be supplied through the device 13 to the by-pass channel 14- which is not controlled by the engine throttle valve 15. Anne iliary air ports, one for each nozzle, are shown at 16, they being under the control of the adjustable ring 17. The nozzles 12 reach up into four ducts 18 19, 20 and 21 which are formed in a cylindrical duct block 22 supported in the interior of the casing The ducts 18, 19, 20 and 21 are so shaped that their delivery mouths 2 1, 25, 26 and 27 respectively are all confined to one portion of the cylindrical surface of the block 22. In other words these delivery mouths are all brought close together so that the block 22 can be arranged with all four mouths directly facing the mixture outlet of the delivery conduit 28 controlled by the throttle 15. Garbureted air, therefore, issuing from the mouths can pass directly into this conduit. The delivery mouths are arranged at different heights so as to be successively uncovered by a sleeve valve 29 which is guided upon the cylindrical face of the block 22 and upon a stem 30 upstanding therefrom. It will be understood that the valve 29 will be automatically raised and lowered according to variations in the-pressure inside the conduit 28, the outer face of the valve being freely exposed to the interior of that conduit and the inner face be ing exposed to the pressure in the ducts 18. 19, 20 and 21, which pressure leaks between the cylindrical faces of the valve and the block 22 and operates against the internal face of the valve. Any pressure that leaks outwards into the casing 23 is not suflicient to reduce appreciably the partial vacuum therein produced by the suction of the engine. The mouth 24: is always almost completely open, and as more and more fuel is demanded by the engine the valve will uncover the other months in turn.

The particular construction of duct block shown in the drawings is one which will be found to work well in actual practice but it is to be understood that the invention is not necessarily restricted to that particular construction nor to the other precise details set forth.

I claim In a carbureting device, the combination of a suction chamber having a delivery outlet at one side thereof and an intake open ing at one end, a duct block of elongated form having one end in said intake opening and extending in said chamber with its longitudinal ,axis lying transversely to the aXisofsaid-delivery outlet, which block has a plurality of ducts extending each, separately from the others, from the said intake opening to a delivery mouth at one side of the block facing said delivery outlet, the

delivery mouths of which ducts are situated at different positions along the length of the block, and a suction-operated sleevevalve movable axially along the peripheral surface of the block to successively cover and uncover the said delivery mouths, substantially as described.

In testimony whereof I aflix my signature.

HERBERT WILLIAM SPILLER. 

